Train-pipe coupling.



W. R. MODANIEL.

TRAIN PIPE GOUPLlNG.

AYPLIGATION FILED 1M, 1013.

1,1 14,899. Patented 0ct.27,1914,

2 SHEETS-SHEET 1.

1 lusfflmnrl ii .6 a mam 3 WITNESSES W. R. MoDANIEL.

TRAIN PIPE COUPLING.

APPLICATION FILED 11.5, ms.

1,1 14,899, Patented Oct. 27, 1914.

2 SHEETS-SHEET 2.

IHF NnRRh. PEYEHS CO4 Prion) LII/1 wAwum. um I; r

UNITED STATES PATENT OFFICE.

WILLIAM R. MODANIEL, OF ENG LEWOOD, TENNESSEE, ASSIGNOROF ONE-HALF T0 EDWARD. H. SI'IOLAR, OF GHATTANOOGA, TENNESSEE.

TRAIN-PIPE COUPLING.

Specification of Letters Patent.

Patented Oct. 27, 1914.

Application filed April 5, 1913. Serial No. 759,065.

To all whom it may concern:

Be it known that 1, WILLIAM .R. McDan- IEL, a citizen of the United States, residing at Englewood, in the county of McMinn and State of Tennessee, have invented a new and useful Train-Pipe Coupling, of which the following is a specification.

The invention relates to improvements in train pipe couplings.

The object of the present invention is to improve the constructionof train pipe couplings, and to provide a simple and inexpensive train pipe coupling or connector, designed for use on both passenger coaches and freight cars, and adapted to be readily applied to-the same, and capable when two cars come together for coupling of automatically connecting the train pipes and of op erating the valves for turning on either air or steam or both, and of also automatically shuttingoff the air and steam when the cars are uncoupled and separated.

lVith these and other objects in view, the invention consists in the construction and novel combination of parts hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended; it being understood that various changes in the form, proportion, size and minor details of construction, within the scope of the claims, may be resorted to without departing from the spirit of sacrificing any of the advantages of the invention.

In the drawings :Figure 1 is a side elevation of a train pipe coupling, constructed in accordance with this invention, and shown applied to portions of two cars and illustrating the arrangement of the parts when the cars are coupled. Fig. 2 is a plan view of the same, the car couplings, being separated and the train pipe couplings or connectors being arranged in. a horizontal projecting position and in engagement with each other. Fig. 3 is a central longitudinal sectional View of one of the train pipe couplings or connectors. Fig. 1 is an enlarged horizontal sectional view of the engaging head portions of the train pipe couplings or connectors, showing the same interlocked and in substantially the position illustrated in Fig. 2. Fig. 5 is a detail sectional view on the line 55 of Fig. 3. Fig. 6 is a detail sectional view on the line 66 of Fig. 4:. Fig. 7 is a detail perspective view of the spring actuated frame or lever for yieldably supporting the train pipe coupling or connector in a horizontal projecting position for automatic coupling. Fig. 8 is a detail view of the bearing bracket. Fig. 9 is a detail perspective view of the bifurcated side or jaw of the train pipe coupling or connector. Fig. 10 is a similar view of the other side or jaw of the train pipe coupling or connector. Fig. 11 is a detail sectional view, illustrating the construction for forcing the lateral meeting edges of two train pipe couplin s or connectors into tight engagement when the couplings or connectors are swung downwardly from a horizontal position.

Like numerals of reference designate corresponding parts in all the ,figures of the drawlngs.

In the accompanying drawings in which is illustratct l the preferred endiodinient of, the invention, 1 designates a train pipe coupling or connectm', adapted to cooperate with a similar coupling or connector when two cars a 2 are coupled and preferably hung from the shank or drawbar 3 of a car coupling l by. a suitable bearing bracket 5, or suitable bearings may be cast integral with the car coupling, but the train pipe coupling or connector may be suspended from a car in any other desired manner. The train pipe coupling or connector 1 consists of a head (3 and a hollow shank 7, preferably rectangular in cross-section, as indi- "ated in Fig. 5 of the drawings, and having at the to a rearwardly projecting portion 8, which is provided with an opening 9 for the reception of a substantially vertical pivot 10, supported at its lowerend in an opening 11 of a substantially L-shaped bearingarm 12. The bearing arm 12 is preferably formed integral with the top wall of the shank of the train pipe coupling. or connector, and it extends downwardly and rearwardly therefrom, its rear portion be-;

ing arrangei'l in spaced relation with the projectingtop portion ofthe shank of the train pipe coupling or connector to form an opening for the reception of a transverse pivot 13. The transverse pivot 13, which is mounted in front pendent bearing arms 1 1 of the bearing. bracket, is provided with a cent 'al enlargement 15 having an opening 16 through which passes the said vertical pivot, which is provided at its upper end with a suitable head arranged upon the upper face of the rearwardly projecting porfee tion of the shank of the train pipe coupling or connector. The front depending bearing cillatory movements are adapted to enablethe train pipe coupling or connector to couple automatically, as hereinafter fully explained, and also to accommodate itself to the various vibrations and movements resulting from a train in motion, and they also enable the train pipe couplings or connectors to yield to the longitudinal vibration or play of the car couplings withoutliability, of becoming accidentally uncoupled and without affecting the joint or connection between the train pipe of the coupled cars.

The horizontally disposed transverse pivot 13 is provided at opposite sides of its central enlargement with rounded portions, which also extend through longitudinal slots 17 in the rear portions of the spaced sides or barslS of a pivotal frame or supporting member, consisting of the said side bars and a connecting transversely disposed front portion 19 and extending forwardly from the bearing bracket into the hollow shank of the train pipe coupling or connector and held against the top thereof by means .of a coiled spring 20, whereby the train pipe coupling or connector is yieldably supported in a horizontal position, as illustrated in Fig. 3 of the drawings. The front transverse portion of the frame or supporting member 19 has a straight upper edge, which bears against the top wall of the shank of the train pipe coupling or connector, and the said transverse portion is also provided with a depending ear 21., forming a guide for the front end of a longitudinal rod 22, supporting the coiled spring 20 and arranged at an angle to the frame or supporting member and provided at' its rear end with an eye 23 through which passes a transverse pivot 2t. The pivot 2st is mounted in spaced bearing arms 25 depending from the rear portion of the bearing bracket and extending below the front bearing arms to support the rear transverse pivot 23 in a horizontal plane below that of the upper front transverse pivot 13. The longitudinal rod, which extends into the hollow shank of the train pipe coupling or connector, is provided near its rear end with a collar 26, forn'iing a 1 stop or seat for the rear end of the coiled spring, which also bears against the depending ear of the front transverse connecting portion 19 of the frame or supporting member, whereby the latter is pipes.

adapted to form a yieldable support for the train pipe coupling or connector. When the train pipe coupling or connector is swung downwardly from the horizontal position shown in Fig. 3 to the dotted line position illustrated in the said figure, the

coiled spring 20 is compressed owing to the angular position of the spring 20 and the rod 22 with relation to the frame or supporting member. The spring is designed to be of suliicient strength to sustain the weight of the train pipe coupling or connector and to swing the same upwardly when the said train pipe coupling or con nector is free to move in that "direction. The spring actuated frame or lever is pivotally connected with the bearing bracket by the front transverse pivot 13, and the longitudinal slots 17 in the rear portion of its sides or bars permit the necessary lateral play to accommodate the frame or supporting member to the lateral vibratory move- .ments of the train pipe coupling or connector.

The head 6 of each train pipe coupling or connector is provided with spaced sides or jaws 27 and 28, forming an intervening space or opening 29, which is adapted to receive the side or jaws 27 of a similar coacting train pipe coupling or connector when the parts are coupled or connected, as illustrated in detail in Fig. 4; of the drawin'gs. The train pipe coupling or connector, which is designed for use on both passenger and freight trains, may be equipped with a single passage for the air of the brake pipes, or, t s illustrated in the accompanying drawings, it may be provided with two passages 80 and 31 for connecting both air and steam course, be provided to correspond with the number of pipes of a train. The head of the train pipe coupling or connector is provided at the side orjaw 27 with transversely disposed tubular extensions 32 and 33,which are centrally bored for the passages 30 and 31, The passage 30 is substantially straight and extends through the tubular extension and also in a straight line through the side or jaw 27 to the inner side face thereof.

The other passage 31 extends through the tubular portion 33 and is connected by a longitudinal branch passage 3-1- with an annular groove 35, formed in the'inner side face of the side or aw 27 and encircling the inner end of the passage 30 and forming a circular passage to communicate with the circular passage of a coacting train pipe coupling or connector. is provided at its inner side face with packings or gaskets 36 and 37 of rubber or other suitable material, adapted to form air and steam tight oints or connections at the lateral meeting faces of the sides or jaws 27 when the partsare coupled. The outer end Any number of passages may, of"

The side or jaw 27 of the side or jaw 27 is laterally rounded to provide a tapered terminal guiding portion 38, and the said sides or jaws are provided at their meeting faces with front bosses or enlargements 39, located in advance ofthe projecting portions of the gaskets 36 and 37 and adapted to shield or protect the same to prevent the gaskets. from being torn out of their seats when the train pipe couplings or connectors come together in coupling. The lateral meeting faces of the .sides or jaws 27 are suitably recessed, as shown, to provide seats for the gaskets, which may be secured within the same in any suitable manner. WV hen the train pipe couplings or connectors come together in the coupling of the cars, their headsengage with each other, as illustrated in Fig. 2 of the drawings and the continued movement of the cars toward each othercauses the train pipe couplings or connectors to swing downwardly from a horizontal position to a downwardly inclined position, as illustrated in Fig. 1 of the dawings, and in such swinging move ment the circular gaskets 36 and 37 are partially rotated on each other, thereby wiping their surfaces and forming a tight joint or connection without liability of displacing them. j

The laterally extending tubular portions 32 and 33 are provided with openings 40, extending transversely of the tubular portions and alined longitudinally with respect to the train pipe coupling or connector and receiving a multiple cook 41, consisting of a round rod or stem having its terminal. pon tions arranged in the openings l0 and provided at the bores with a recess 42, adapted when the cook 01- valve is in one position to permit the passage of air or steam through the passages of the tubular portions 32 and 33, and the valve or cook when in a position at right angles to its open position,is adapted to close the said passages and cut off the air or steam. While the rotary valve or cock is illustrated in the drawings as controlling a pair oi passages, it may, of course, be arranged to open and close one or more of such passages, that is to say, the coupling or connector may be provided with one or more passages and the rotary valve or cock will have a corresponding number of ports or recesses 4-2.

The rotary movement of the valve or cool; 41 to open and close it is effected automatically through the upward and downward swinging movements of the train pipe couplings or connectors, and mounted on the cook 41 is a gear 43, fixed to the cock by a pin 44 or other suitable fastening means and meshing with a gear element 45, consisting of a substantially oblong block or piece having an opening 4.6 to fit the front or outer tubular extension 32 and rounded at one end at 47 and equipped with an areuate series of teeth 48, extendinginwardly from the rounded end 47 and meshing with the gear wheel 43. The series of teeth of the gear element is of sufficient length to provide the necessary rotary movement of the cock .41 to open and close the same. The other end 49 is preferably provided with a fiat face, and it projects beyond the tubular extension or portion 32 a sufficient distance to enable the gear element to operate in the nature of a lever, and the said gear element is oscillated onthe tubular portion 32 by the jaw 28 of the coacting train pipe coupling or connector. The jaw 28 is slotted or bifurcated to form an opening 50, extending inwardly from the outer end of the side or jaw and flared slightly at its outer portion to enable the rounded end of the gear element to readily enter theopening 50. The inner end wall 51 of the opening 50 is concave to fit the rounded end 47 of the gear element, and the upper and lower walls of the opening 50 have straight portions to fit the straight or flat upper and lower faces of the gear element. The gear elements extend longitudinally of the train pipe couplings or connectors when the valve is closed, and the friction is sufficient to maintain them in such position, but any other suitable means may, of course, be employed for maintaining them in such position when the train pipe couplings or connectors are uncoupled. tVhen the train pipe couplings or connectors come together, as illustrated in Fig. 2 of the. drawings, the side or jaw 27 of each coupling or connector enters thespaceor opening 29 of the other jaw or side of the coacting coupling or connector, and the jaw 28 of each coupling or connector engages with the gear element of the other coupling .01 connector, whereby the two train pipe couplings or connectors are interlocked and are adapted when swung upwardly and downwardly to rotate the valve or cook i1 to control the passage of air and steam through the couplings or connectors. Vari: ous other means may, of course, be employed for transmitting motion from the oscillatory train pipe couplings or connectors to the valves or cocks for actuating the latter. The tubular portions 01' extensions 32 of the train pipe couplings or connectors are connected by hose 52 or other flexible connections with the train pipes 53 of the cars.

In order to force the lateral meeting faces of the sides or jaws 27 into tightcngagelnent when the train pipe couplings or connectors are swung downwardly, the side or jaw 27 is provided at its outer face with an arcuate boss or lug 54, and the slotted or bifurcated jaw 28 is provided at its inner face with a recess 55. The lower end 56 of the boss or lug 5 1 is beveled and the recess 55 is provided with a lower beveled or inclined end wall 57, which corresponds with the lower other train pipe coupling or connector when the two train pipe couplings or connectors meet and interlock, as indicated in Fig. 2 of the drawings. When the train pipe couplings or connectors swing downwardly from the horizontal position in which they first meet and interlock, the beveled lower end wall 57 of the recess 55 of each jaw 28 rides over the lower beveled end 56 of the boss or lug 55 of the coacting jaw 27,'and the two train pipe couplings or connectors are moved laterally with respect to each other to compress the elastic gaskets and provide a tight joint or connection at the passages through the train pipe couplings or connectors. The upward swinging movement of the train pipe couplings or connectors returns the arcuate boss or lug SA and the recess 55 to their initial positions and enables the train pipe couplings or connectors to readly separate when the cars are uncoupled and pulled apart.

What is claimed is 1. A device of the class described, including a train pipe coupling or connector having a rigid shank pivotally connected at its inner or rear end with a relatively fixed support and arranged to swing upwardly and downwardly, and means for yieldably supporting the train pipe coupling or connector in a projecting position, said means comprising a rod capable of oscillatory movement and connected with the train pipe coupling or connector at a point spaced from the pivotal point thereof and having a slidable connection at one end, and a coiled spring mounted on the said rod and arranged to be compressed by the said slidable connection thereof and adapted to urge the train pipe coupling or connector upwardly or outwardly.

2. A device of the class described including a train pipe coupling or connector having a rigid hollow shank pivotally connected at its inner or rear end with a relatively fixed support and arranged to swing upwardly and downwardly, and means for yield ably supporting the train pipe coupling or connector in a projecting position, said means comprising a rod pivoted eccentrically with relation to the pivot of the said shank and having a slidable connection with the same, and a spring disposed on the rod and arranged to urge the train pipe coupling or connector upwardly or outwardly.

3. A device of the class described, including a train pipe coupling or connector having'a shank pivotally connected at its inner I or rear end with a relatively fixed support and arranged to swing upwardly and downwardly, and separate means for yieldably supporting the train pipe couplingor connector in a projecting position, said means comprising a rod supported in rear of the train pipe coupling or connector and extending to the same and connected therewith at a point spaced from the pivot thereof, said rod having a slidable connection at one end, and a coiled spring disposed on the rod and arranged to be compressed by the said slidable connection and adapted to urge the train pipe coupling or connector upwardly or outwardly. v j

4. A device of the class described including a train pipe coupling or connector having a rigid hollow shank pivotally connected at its inner or rear end with a relatively fixed support, means for yieldably supporting the coupling or connector comprising a rod pivotally mounted at a point below and in rear of the hollow shank and extending into the same and having a slidable connection with the coupling or connector, and

a spring disposed on the rod and arranged to urge the coupling or connector upwardly or outwardly.

5. A device of the class described including a pivotally mounted train pipe coupling or connector having a hollow shank, means for yieldably supporting the coupling or connector comprising a member extending into the shank of the coupling or connector and having a guide, a rod pivoted eccentrically with relation to the coupling or con- .nector and slidably connected with the member, and a coiled spring disposed on the rod and arranged to engage and be compressed by the member in the pivotal movement of the coupling or connector. A

6. A device of the class described including a pivotally mounted train pipe coupling or connector having a hollow shank, means.

for yieldably supporting the coupling or connector comprising a frame extending into the shank of the coupling or connector and mounted on the pivot thereof and pro vided with a guide, a rod pivoted eccentrically with relation to the coupling or connector and slidable in the guide of the frame, and a coiled spring disposed on the rod and arranged to be compressed by the frame in the pivotal movementof the coupling or connector.

7. A device of the class described including a train pipe couplingor connector, a transverse pivot therefor, means for sup porting the pivot, a supporting member mounted on the said pivot and bearing against the coupling or connector, and a spring arranged to urge the supporting member upwardly.

8. A device of the class described includ ing a train pipe coupling or connector, a

transverse pivot therefor, means for supporting the pivot, a supporting member mounted on the said pivot and bearing against the coupling or connector, a rod pivoted eccentrically with relation to the supporting member and having a slidable eonnectiontherewith, and a spring disposed on the rod and engaging the supporting member for urging the same upwardly.

9. A device of the class described including a train pipe coupling or connector, a transverse pivot therefor, a supporting member arranged to support the coupling or connector and having a slot receiving the said pivot, a rod pivoted eccentrically with relation to the supporting member and having a slidable connection therewith, and a spring disposed on the rod and arranged to be compressed by the lever in the pivotal movement of the coupling or connector.

10. A device of the class described including a transverse pivot, means for supporting the same, a train pipe coupling or connector having a hollow shank mounted on the said pivot, a frame extending into the hollow shank and having spaced sides provided with slots through which the said pivot passes, a pivotally mounted rod arranged at an angle to the frame and slidably connected therewith, and a spring disposed on the rod and arranged to be compressed by the frame in the pivotal movement of the coupling or connector.

11. A device of the class described comprising a bracket having spaced sides, a horizontal pivot extending across the bracket and mounted in the sides thereof and provided with a central vertical eye, a substantially vertical pivot mounted in the eye ofthe transverse pivot, atrain pipe coupling or connector straddling the horizontal pivot and connected directly to the vertical pivot, whereby it is adapted. to swing both vertically and laterally, and means for yieldably supporting the train pipe coupling or connector, said means including an oscillatory spring-supported frame having spaced sides mounted on the said horizontal pivot at opposite sides of the eye of the same.

12. A device of the class described including a train pipe coupling or connector having a shank provided with a projecting rear portion and having a bearing arm arranged in spaced relation with the same, a substantially vertical pivot mounted. in the said projecting portion and the said bea ring arm, a transverse pivot arranged in the space hetweenthebearing arm and the projecting portion of the said shank and provided with a bearing opening receiving the vertical pivot, means for mounting the transverse pivot, and yieldable means for supporting the coupling or connector in a projecting position.

18. A device of the class described includsides mounted on the transverse pivot, said frame being also provided with a guide spaced from the said pivots, a longitudinal rod pivotally mounted below and in rear of the said shank and extending through the said guide, and a coiled spring mounted on the rod and arranged to be compressed by the frame.

14-. A device of the class described includ- 1 ing a pivotally mounted train pipe coupling or connector having a laterally projecting tubular portion and provided with a passage through the same, a valve piercing the projecting tubular the passage of a fluld through the same, a gear connected with the valve, an oscillatory gear element mounted on the tubular portion which forms a pivot for the said oscillatory gear element, said oscillatory gear element meshing with the said gear and arranged to be actuated by a coacting train pipe coupling or connector in the oscillatory movement thereof.

15. A device of the class described including a t ain pipe coupling or connector having spaced sides or jaws, one of the jaws being provided with a horizontal bifurcation and the other jaw having a laterally projecting tubular portion adapted to be engaged by the bifurcation of a companion coupling or connector and forming a passage, a valve for controlling the said passage, a gear mounted on the valve, and an oscillatory gear element mounted on the laterally projecting tubular portion and meshing with the said gear and arranged to be engaged by the slotted jaw of a coa eting coupling or connector in the oscillatory movement thereof.

16. A device of the class described including a pivotally mounted coupling or connector having spaced jaws, one of the jaws being provided with a horizontal bifurcation and the other jaw having a laterally pro jeeting tubular extension provided with a passage and adapted to be engagedby the bifurcation of a companion coupling or connector, a valve for controlling the passage of a fluid through the extension, a gear connected with the valve, and an oscillatory gear element pivotally mounted on the tubular extension and having a series of teeth meshing with the said gear, said gear element being adapted to be engaged and ro-- tated by the slotted jaw of a coacting coupling or connector in the pivotal movement thereof.

ortion for controlling 17. A device of the class described, includ ing a pivotally mounted train pipe coupling or connector provided With a plurality of laterally projecting tubular extensions and having passages thcrethrough, a valve consisting of a rod extending along one side of the train pipe coupling or connector and spaced therefrom, said rod extending through the tubular extensions and having means for controlling the passage of a fluid through the same, and means located at the adjacent side of the train pipe coupling or connector in the space between the same and the valve rod and operable through the oscillatory movement of the coacting coupling or connector for rotating the valve rod.

In testimony, that I claim the foregoing as my own, I have hereto aiiixed my signature in the presence of tWo WltIIGSSQS' WILLIAM R. MODANIEL.

Witnesses:

ALEX NV. CHAMBLIss, A. SHALLIDAY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington. D. C. 

